Accelerator pedal module

ABSTRACT

An accelerator pedal modules for a motor vehicle which is actuated by the driver&#39;s foot. A sensor is disposed in a common housing together with other components, a restoring spring assembly, a kickdown mechanism and an end switch secured relative to the accelerator pedal and each other. The sensor is disposed in a separate housing, and by a suitable embodiment of the pedal lever, the accelerator pedal module can be adapted to a specific vehicle without modification of the sensor. This makes it possible to produce a standard sensor in large quantities. When the accelerator pedal module is activated the pedal activates the sensor which sends an electrical signal to a controller via electrical lines. The sensor includes a restoring spring which forces the pedal back to its normal rest position. The device includes a friction device which causes a friction in order to apply a force against momentum of the pedal. The controller controls an output of a driving engine. At least one spring forces the pedal back to its rest position.

BACKGROUND OF THE INVENTION

(1) Field of the Invention

The invention is based on an accelerator pedal module for controllingthe output of a driving engine of a motor vehicle.

(2) Description of the Prior Art

To control the output of a driving engine of a motor vehicle, the demandmade by the vehicle driver must be transmitted to the driving engine bya pedal lever disposed in the region of the vehicle driver. Inconventional motor vehicles, this transmission is normally effected withthe aid of mechanical transmission means. The mechanical transmissionmeans are for instance a rod linkage or a Bowden cable. In theseversions., there is a sensor that measures the position of the pedallever. Measured values from this sensor are transmitted to the drivingengine for the sake of controlling the engine.

Until now, the sensor has been supported in a common housing togetherwith the restoring spring assembly (such as DE 34 11 393 A1; EP-A 00 92640; WO-A 89/07706; WO-A 91/04165). In addition, the common housingoften also includes a kickdown mechanism and an end switch, as well asvarious friction elements and springs that act on the friction elements.In these versions, the wiper of the sensor, the restoring springs, thesprings for the friction elements, and parts of the kickdown mechanismare supported on a common shaft. Since along with the sensor variousother components are also disposed in the housing, adapting tovehicle-specific differences entails major effort and expense. Sincethere are many different vehicle-specific demands, there are manydifferent variant embodiments. In the known version, simple adaptationto different vehicle-specific pedal travel distances is not possibleunless the entire structural unit that contains the sensor is modified.Moreover, because the housing is rather large, the sensor can normallynot be disposed within a range of the driver's foot.

SUMMARY AND ADVANTAGES OF THE INVENTION

A sensor is a complex component that can be manufactured economicallyonly if it is possible to produce the sensor in a uniform design inlarge numbers. Any modification increases the production costconsiderably. The proposed accelerator pedal module can advantageouslybe manufactured in such a way that a uniformly designed sensor canalways be secured to the mounting structure. Adaptation to specialcustomer demands, which can fluctuate considerably from vehicle tovehicle, can advantageously be met without major expense by simplymodifying the pedal lever or the mounting structure or the bearingradius.

By suitably choosing the engagement between the sensor lever pivotconnection and the pedal lever pivot connection, and in particular by asuitable choice of the radial spacing between the pivot axis and thepedal lever pivot connection, the resolution of the sensor canadvantageously be adapted easily, simply and without major effort tocustomer demands, without requiring a modification of the sensor. Thisreduces the great number of parts considerably.

The accelerator pedal module advantageously allows a structural formthat can be manufactured economically in a way easy to assemble and thatcan be adapted easily without additional expense.

Even when there is a single accelerator pedal module, the savingsattainable in terms of production cost and structural volume makethemselves felt in an advantageous way. Given the fact that theaccelerator pedal module is required in large numbers and ismanufactured on a large mass-produced scale, very major, decisive costadvantages result. In the proposed accelerator pedal module, assembly isfacilitated greatly, which is especially clear given the large numbersinvolved. Automated or semiautomated manufacture is made substantiallyeasier.

Since the accelerator pedal module can be produced as a compactstructural unit, the space required for the accelerator pedal module ina motor vehicle is advantageously especially slight, and mounting of theaccelerator pedal module in the motor vehicle is especially simple.

In the accelerator pedal module proposed here, the sensor can bedisposed in a separate housing, and by suitably designing the pedallever, the accelerator pedal module can advantageously be adapted to aspecific vehicle without modifying the sensor. This makes it possible toproduce a standard sensor in large numbers.

By means of the provisions recited herein, advantageous further featuresof and improvements to the accelerator pedal module are possible.

The sensor housing, which is pivotable about the sensor lever pivotaxis, offers the advantage that the sensor can be calibrated very simplyand quickly. For example, the sensor can be calibrated such that whenthe pedal lever is not actuated, the electrical signal that is output bythe sensor has a very specific, defined value.

As a result of the stop on the pedal lever, on which the sensor leverpivot connection comes to rest, or the stop on the sensor lever, onwhich the pedal pivot connection comes to rest, an easily manufactured,functionally safe connection between the pedal lever and the sensor isachieved.

The restoring safety means that acts between the pedal lever and thesensor lever offers the advantage that a restoration of the sensor isassured without any sensor restoring spring or in the event of a failureof a sensor restoring spring.

The sensor restoring spring that restores the sensor lever of the sensormakes a play-free pivot connection between the sensor lever and thepedal lever possible.

If the sensor is a premountable structural unit, then thisadvantageously results in a simple, economical manufacture of the sensorand advantageous, easy keeping of the sensor in inventory. Because ofthe premountable structural unit, the sensor can advantageously bemanufactured in large quantities, regardless of any differences in thepedal lever that have to be taken into account for vehicle-specificreasons.

By supporting the pedal lever via a bearing housing with a bearingradius and a bearing journal supported in the bearing housing, with thebearing journal dimensioned as large enough to engender a stronglyperceptible frictional hysteresis that hinders a pivoting motion of thepedal lever, the advantage is attained that friction, which markedlyimproves the driving feel, is created, even though the number ofcomponents required is very small.

The bearing radius that determines the friction can be adapted in asimple, advantageous way to the demands of a customer or tovehicle-specific requirements. In particular, there is no need to changethe sensor that furnishes a signal to a controller.

If the restoring spring assembly is embodied such that it acts upon thepedal lever in a manner that determines the friction, then this has theadvantage that if a reduction in the restoring force of the restoringspring assembly should occur as a result of a defect, the frictiondecreases to the same extent as the restoring force, so that even whenthere is reduced restoring force, it remains assured that the pedallever will be returned to its proper position.

If the restoring spring assembly includes a plurality of restoringsprings, preferably two of them, this has the advantage that if one ofthe restoring springs fail the restoration of the pedal lever remainsassured.

If the restoring spring assembly is embodied in the form of a leafspring or a plurality of leaf springs, this advantageously results in anespecially simple, space-saving, easily manufactured, economicalembodiment.

If the leaf spring is bent in a U, then the leaf spring canadvantageously be built in an especially space-saving way without thestructural volume of the overall device being increased by the leafspring. The U-shape especially cleverly corresponds approximately to theangular position that the pedal lever has relative to the mountingstructure.

By integrating at least one portion of the leaf spring with the mountingstructure or at least one portion of the leaf spring with the pedallever, or by integrating part of the leaf spring with the pedal leverand another part with the mounting structure, the overall space requiredis reduced to a minimum. By embodying the mounting structure or thepedal lever partly as hollow, the strength of these parts is hardlyreduced yet considerable material and weight can be saved, and a spaceis produced that is excellently suitable for the disposition of the leafspring.

If the restoring spring of the restoring spring assembly is embodied insuch a way that if the restoring spring should possibly break at least aportion of the restoring spring will fall visibly out of its functionalposition, this offers the advantage that the defect can easily bedetected in a simple inspection of the vehicle or the accelerator pedalmodule.

The provision of the kickdown mechanism or of a switch or fixed stop onthe mounting structure or the pedal lever, preferably in the form of acompletely preassembled and preferably easily mounted structural unit,offers the advantage that to meet customer demands, the requisitekickdown mechanism or the requisite switch or fixed stop can be mountedentirely without other changes to the accelerator pedal module, or withonly insignificant changes.

The snap mechanism advantageously facilitates the mounting of thekickdown mechanism or switch or fixed stop considerably. The snapmechanism also makes it markedly easier to adapt the accelerator pedalmodule quickly to special customer demands.

BRIEF DESCRIPTION OF THE DRAWINGS

Selected, especially advantageous exemplary embodiments of the inventionare shown in simplified form in the drawing and described in furtherdetail in the ensuing description.

FIG. 1 schematically illustrates a side view of an accelerator pedalmodule interconnected with a controller, an engine and a transducer;

FIG. 2 illustrates a side-view of a modification of the acceleratorpedal module shown in FIG. 1;

FIG. 3 is a cross-sectional view of FIG. 2 taken along lines III--III;

FIG. 4 is a cross-sectional view of FIG. 3 taken along lines IV--IV;

FIG. 5 is a cross-sectional view of FIG. 3 taken along lines V--V;

FIG. 6 is a modification of the device shown in FIG. 5;

FIG. 7 is a cross-sectional view along lines VII--VII of FIGS. 3 and 8;

FIG. 8 illustrates a detail of FIG. 2 shown on a different scale;

FIG. 9 illustrates a modification of the structure shown in FIG. 2; and

FIG. 10 schematically illustrates a modification of the restoringsprings shown in FIGS. 1 and 2.

DESCRIPTION OF THE EXEMPLARY EMBODIMENTS

The accelerator pedal module embodied according to the invention can beused to control various driving engines. By way of the example, thedriving engine is an Otto engine, whose throttle valve is adjusted witha control motor. In that case, the accelerator pedal module serves togenerate electrical signals that are delivered to the control motor thatadjusts the throttle valve. However, the driving engine may also by wayof example be a Diesel engine or an electric motor; in these cases aswell, electrical signals originate at the accelerator pedal module and,suitably transformed, control the output of the driving engine.

The accelerator pedal module is preferably disposed directly within theaction range of the driver of a motor vehicle. The pedal lever of theaccelerator pedal module is preferably the accelerator pedal actuateddirectly by the driver's foot. If a special need exists, however, it isalso possible without difficulty, by simple mechanical means, topivotably connect a separate accelerator pedal or some other controllever to the pedal lever of the accelerator pedal module.

FIG. 1 schematically shows an accelerator pedal module 1. Theaccelerator pedal module 1 includes a mounting structure 2, a pedallever 3, a friction device 4, a sensor 5, a switch 6, a kickdownmechanism 7, a restoring spring assembly 8, and a bearing point 9.

The mounting structure is preferably secured directly in foot range of avehicle driver to a chassis 12 shown symbolically by shading in FIG. 1.The pedal lever 3 is preferably actuated directly by the driver's foot.However, it is also possible for a separate accelerator pedal to bepivotably connected to the pedal lever 3 via a simple connecting rod.

The pedal lever 3 is pivotably supported at the bearing point 9 relativeto the mounting structure 2. The sensor 5 senses the position of thepedal lever 3 and furnishes a signal, corresponding to the position ofthe pedal lever 3, to a controller 14 via electrical lines shown indashed lines in FIG. 1.

At a certain position of the pedal lever 3, the switch 6 furnishes asignal to the controller 14 via an electrical line shown in dashedlines. The switch 6 may for instance be provided in order to ascertainwhether the pedal lever 3 is unactuated and/or whether the pedal lever 3is maximally actuated. Depending on the particular application, it isalso possible to dispense with the switch 6.

The kickdown mechanism 7 assures that at a certain position of the pedallever 3, the force with which the pedal lever 3 must be actuatedincreases abruptly. Depending on the particular application and inparticular on the type of driving engine 16, either the kickdownmechanism 7 is present or the kickdown mechanism 7 is dispensed with.

The switch 6 and the kickdown mechanism 7, in the particularlyadvantageous exemplary embodiments selected for the description, areattached by a simple snap mechanism in such a way that these parts canalso be omitted as needed without making other changes. It is easilypossible instead of the switch 6 or kickdown mechanism 7 to provide afixed stop, for instance, which is likewise secured via a snapmechanism. This makes it much easier to adapt the accelerator pedalmodule 1 to vehicle-specific requirements. By way of example, the fixedstop may serve to limit a full-load position V.

In the sensor 5, a sensor restoring spring 11 is provided. The sensorrestoring spring 11 assures that the movable part of the sensor 5 canfollow up any motion of the pedal lever 3 without play. To improvesafety considerably, it is proposed that a restoring safety means 10 beprovided in addition. The restoring safety means 10 assures that if thesensor restoring spring 11 fails, the movable part of the sensor 5 willbe slaved by the pedal lever 3. As a result of the restoring safetymeans 10, the movable part of the sensor 5, even if the sensor restoringspring 11 fails, assumes a safety position in which the output of thedriving engine 16 is for instance so low that at least the motor vehicleis not accelerated. The restoring safety means 10 engages the movablepart of the sensor 5 with some play. The play between the movable partof the sensor 5 and the pedal lever 3 that results if the sensorrestoring spring 11 fails is at most a slight esthetic imperfection andis easily acceptable.

Depending on the signals furnished by the sensor 5 and the switch 6 andoptionally others furnished to the controller 14, the controller 14controls the output of the driving engine 16 shown symbolically inFIG. 1. By way of example, the driving engine 16 is an Otto engine,Diesel engine, hybrid motor, electric motor or the like.

A full-load stop 18 and a repose stop 20 are provided on the mountingstructure 2. If the pedal lever 3 is not actuated by the vehicle driver,then the pedal lever 3, driven by the restoring spring assembly 8, islocated on the repose stop 20. This position will hereinafter be calledthe repose position R. The vehicle driver can actuate the pedal lever 3until the pedal lever 3 comes to rest on the full-load stop 18. Thatposition of the pedal lever 3 on the full-load stop 18 will hereinafterbe called the full-load position V. The full-load position V of thepedal lever 3 is symbolically represented in FIG. 1 by a dot-dashedline.

If the pedal lever 3 is in the position of repose R, for instance, thenthe driving engine 16 is operating at minimum output unless the drivingengine 16 is operating at higher output on the basis of signals from atransducer 21. The transducer 21 is a temperature sensor, an automaticspeed transducer, or the like, for instance. Depending on the type ofvehicle, it is also possible for the driving engine 16 to be off whenthe pedal lever 3 is in the position of repose R.

In the region of the bearing point 9 there is a pivot axis 22. The pivotaxis 22 extends vertically to the plane of the drawing in FIG. 1 and isthe center of pivoting about which the pedal lever 3 can be pivoted. Thepivot axis 22 is symbolically indicated in the drawing (FIG. 1) by twoshort strokes perpendicular to one another (+). The pedal lever 3 isadjustable via an actuation angle alpha (α). The actuation angle alpha(α) is 15°, for instance.

By pivoting the pedal lever 3 about the pivot axis 22 via the actuationangle alpha (α), the driver can actuate the pedal lever 3 from theposition of repose R to the full-load position V. When the pedal lever 3is not actuated, the restoring spring assembly 8 assures that the pedallever 3 reaches it position of repose R.

The restoring spring assembly 8 includes a plurality of restoringsprings 24, 26. The restoring spring assembly 8 is embodied such that ifone of the restoring springs 24, 26 fails, the restoring force F3 (FIG.10) of the remaining restoring spring or restoring springs suffices sothat the pedal lever 3 will reliably be returned to its position ofrepose R. It has been found that in view of the engineering expense andthe attainable safety, the use of two restoring springs 24, 26 for therestoring spring assembly 8 is optimal. Dividing up the restoring springassembly 8 into three restoring springs or even more restoring springsis also possible but is unlikely to be necessary even if stringentsafety demands are made.

In FIG. 1, the friction device 4 is shown symbolically, for the sake ofgreater simplicity, as a separate element acting between the pedal lever3 and the mounting structure 2. As will be described hereinafter atlength, in the accelerator pedal module 1 proposed the friction device 4is integrated directly into the bearing point 9, which offers majoradvantages with respect to the function, adaptability of the acceleratorpedal module 1 to various conditions of various vehicles, the number ofrequisite components, and other engineering expense and structural size,among other factors. This will also be described in detail inconjunction with the drawing figures described below.

FIG. 10 shows the accelerator pedal module 1 in a highly schematic form.

In all the drawing figures, elements that are identical or functionidentically are provided with the same reference numerals.

Unless otherwise stated or otherwise shown in the drawing, what isdescribed and shown in conjunction with one of the drawing figuresapplies to the other exemplary embodiments as well. Unless otherwisestated in the description, the details of the various exemplaryembodiments can be combined with one another.

FIG. 10 shows at a glance the forces and torques acting on the pedallever 3. The forces acting on the pedal lever 3 are identified by theletter F. The torques acting on the pedal lever 3 are identified by anM. FIG. 10 shows the forces F1-F4 and the torques M1-M3 acting on thepedal lever 3 during a uniform adjustment of the pedal lever 3 clockwiseabout the pivot axis 22, or in other words during an adjustment of thepedal lever 3 in the direction of the full-load position V (FIG. 1).

The friction device 4 assures a frictional hysteresis that hinders thepivoting motion of the pedal lever 3. Both upon actuation of the pedallever 3 from the position of repose R to the full-load position V andupon actuation of the pedal lever 3 from the full-load position V to theposition of repose R, the friction device 4 assures a frictional forcebetween the pedal lever 3 and the mounting structure 2. The frictionalforce acting on the pedal lever 3 during an adjustment of the pedallever 3 to the full-load position V will hereinafter be called thefrictional force F1 and is represented in FIG. 10 by an arrow carryingthe reference symbol F1. The frictional force F1 acts upon a bearingjournal 30 formed onto the pedal lever 3 in a manner fixed againstrelative rotation. The bearing journal 30 has a radius chosen to belarge, hereinafter called the bearing radius 40. The bearing journal 30is rotatably supported in a bearing shell 34 that is either formed ormounted onto the mounting structure 2 in a manner fixed against relativerotation. The frictional force F1 acting on the pedal lever 3 betweenthe pedal lever 3 and the mounting structure 2 causes a torque in theopposite direction from the pivoting motion of the pedal lever 3. Thistorque will hereinafter be called the frictional moment M1. Thefrictional moment M1 in the opposite direction of the pivoting motionproduces a frictional hysteresis that hinders the pivoting motion of thepedal lever 3.

On the end remote from the pivot axis 22, the pedal lever carries apedal plane 28. For adjusting the pedal lever 3, the vehicle driverpresses on the pedal plate 28 with a pedal force F2. The pedal force F2exerts an actuation moment M2 on the pedal lever 3 clockwise about thepivot axis 22. The restoring force F3 of the restoring spring assembly 8produces a restoring moment M3 on the pedal lever 3 counterclockwiseabout the pivot axis 22. Upon motion of the pedal lever 3 into thefull-load position V, the frictional moment M1 acts counterclockwise,while upon motion of the pedal lever 3 in the direction of the positionof repose R, the frictional moment M1 acts clockwise upon the pedallever 3. For adjusting the pedal lever 3 in the direction of the full xV, the actuation moment M2 must be at least as great as the restoringmoment M3 of the restoring spring assembly 3, plus the frictional momentM1. The adjustment of the pedal lever 3 in the opposite direction doesnot take place until whenever the actuation moment M2 is less than therestoring moment M3 of the restoring spring assembly 8, minus thefrictional moment M1. As a result of the frictional moment M1, ahysteresis is created, which assures that the pedal lever 3 will notunintentionally execute any motion already at slight changes in thepedal force F2 or actuation moment M2 acting on the pedal plate 28.

FIG. 2 shows a side view of a selected, especially advantageousexemplary embodiment.

In FIG. 2, one can seen an advantageously embodied accelerator pedalmodule 1, selected by way of example, in a side view, with the mountingstructure 2, the pedal lever 3, the friction device 4, the sensor 5, theswitch 6, the kickdown mechanism 7, the restoring spring assembly 8, andthe bearing point 9. The pedal plate 28 is formed onto the pedal lever3. To increase the output of the driving engine 16 (FIG. 1), the vehicledriver presses on the pedal plate 28 with his foot. FIG. 3 shows asection through the accelerator pedal module 1 along the sectional planeIII--III shown as dot-dashed lines in FIG. 2. FIG. 4 shows a detail ofthe sectional plane IV--IV indicated in FIG. 3. For the sake of easierreproduction of the drawing, in FIG. 4 the region around the bearingpoint 9 having the bearing journal 30 and the bearing shell 34 is shownon a different scale. In FIG. 4, one sees only a detail of the mountingstructure 2 and the pedal lever 3. In FIG. 5, a sectional plane markedV--V is shown in FIG. 3.

The bearing journal 30 and, as FIG. 3 shows, one further bearing journal32 are formed onto the pedal lever 3. The bearing shell 34 and onefurther bearing shell 36 are secured to the mounting structure 2. Viewedlongitudinally of the pedal lever 3, one of the two bearing shells 34,36 and one of the bearing journals 30, 32 is each located on either sideof the pedal lever 3. This produces an especially reliable, stable,two-sided support of the pedal lever 3.

A crossbar 38 and an opening 37 embodied in stepped fashion are formedonto the mounting structure 2 (FIG. 4).

The bearing shell 34 can be imagined as being divided into a middleregion 34a, a first end region 34b and a second end region 34c (FIG. 4).The middle region 34a is curved and has the bearing radius identified byreference numeral 40 on the inside of the arc. The first end region 34bis hook like in shape and is suspended from the crossbar 38. The secondend regions 34c of the bearing shell 34 has a stepped cylindrical form.An encompassing protrusion 34d is provided on the outer circumference ofthe second end region 34c. This protrusion 34d is embodied such thatwhen the bearing shell 34 is attached to the mounting structure 2, thesecond end region 34c can be pressed with moderate force into theopening 37, yet because of the encompassing protrusion 34d the secondend region 34c is prevented from slipping out of the opening 37. A bolt34f serves to increase the security against slipping out. To that end,the cylindrical second end region 34c has a bore 34e. After the secondend region 34c has been mounted in the opening 37 of the mountingstructure 2, the tightly seated bolt 34f is press-fitted into the bore34e. The bolt 34f considerably increases the retaining action of theprotrusion 34d. The bolt 34f is press-fitted far enough into the bore34e that the bolt 34f is flush with the bearing shell 34 on the surfacethereof visible from outside.

In or on the mounting structure 2, a pedal lever guide 44 (FIG. 4) isprovided. The pedal lever guide 44 has a radius that is substantiallysmaller than the bearing radius 40.

Seen in cross section (FIG. 4), the bearing journal 30 can be dividedinto a friction portion 30a and a guide portion 30b.

The outer radius of the friction portion 30a is adapted to the bearingradius 40, specifically in such a way that the friction portion 30a fitsinto the shell-like middle region 34a of the bearing shell 34 withoutseizing. It will be assumed hereinafter for the sake of simplicity thatthe radius on the outer circumference of the friction section 30a isapproximately identical to the bearing radius 40.

The outer radius of the guide portion 40b of the bearing journal 30 isadapted to the inside radius of the pedal lever guide 44, specificallyin such a way that guidance of the pedal lever 3 on the mountingstructure 2 comes about at this point. In the mounted state, the bearingshell 34 holds the guide portion 30b of the bearing journal 30 in thepedal lever guide 44 provided on the mounting structure 2.

The radius of contact between the pedal lever guide 44 and the guideportion 30b of the bearing journal 30 is chosen to be relatively short,so that no significant frictional action occurs here between the pedallever 3 and the mounting structure 2. Since the friction at this pointdepends on various circumstances, such as production tolerances, thewear state, the appearance of forces possibly exerted obliquely on thepedal lever 3, etc., it is expedient to embody this point in such a waythat the frictional force or frictional moment occurring here isnegligible.

As can be seen from the drawing (particularly FIG. 3), in theparticularly advantageous exemplary embodiment shown the restoringspring assembly 8 includes two restoring springs 24, 26, and bothrestoring springs 24, 26 are embodied especially cleverly in the form oftwo leaf springs 24 and 26 (see particular FIGS. 5, 6).

As FIG. 5 shows, the leaf spring 24 is U-shaped and has one spring leg24a and another spring leg 24b. A region of the leaf spring 24 that iscurved in a circular arc and joins the two spring legs 24a, 24b willhereinafter be called the middle spring region 24m. The spring leg 24aacts upon the mounting structure 2. The other spring leg 24b acts uponthe pedal lever 3, urging the pedal lever 3 to return to the position ofrepose R (FIG. 1). Both leaf springs 24, 25 are shaped identically andfunction identically.

The approximately U-shaped form of the leaf spring 24 may be such thatthe spring legs 24a, 24b extend parallel to one another or eitherconverge or diverge relative to one another beginning at the middlespring region 24m. This depends essentially on the angular position thatthe pedal lever 3 assumes relative to the mounting structure 2.

The leaf springs 24, 26 generate a transverse force that acts as arestoring force F3 on the pedal lever 3 (FIG. 10). The restoring forceF3 acts upon the pedal lever 3 with radial spacing from the pivot axis22. The result of the restoring force F3 and the radial spacing is therestoring moment M3 acting upon the pedal lever 3 as already mentionedabove. The restoring moment M3 acts counterclockwise on the pedal lever3 (FIG. 4, 5, 10).

The result of the restoring force F3 generated by the leaf springs 24,26 and exerted on the pedal lever 3 is a reaction force F4, with whichthe mounting structure 2 acts upon the pedal lever 3 in the region ofthe bearing point 9. This reaction force F4 is quantitatively equal tothe restoring force F3 with which the leaf springs 24, 26 act upon thepedal lever 3. The reaction force F4 is intercepted in the region of thebearing point 9 between the friction portion 30a of the bearing journal30 and the middle region 34a of the bearing shell 34 (FIG. 3). Since theleaf springs 24, 26 can be embodied as relatively soft, and thus uponactuation of the pedal lever 3 the restoring force F3 hardly varies overthe entire actuation angle alpha (α), the reaction force F4 between thefriction portion 30a of the bearing journal 30 and the middle region 34aof the bearing shell 34 varies equally slightly. The reaction force F4between the aforementioned parts in the region of the bearing point 9 isin particular independent of production tolerances in the region of thebearing point 9 and is also independent of any wear that might occur.Moreover, the reaction force F4 is independent of forces acting upon thepedal plate 28. Since the restoring force F3, with which the leafsprings 24, 26 act upon the pedal lever 3, can be structurallydimensioned relatively simply and accurately, it is simple for thereaction force F4 between the bearing journal 30 and the bearing shell34 to be structurally determined in advance.

With the choice of material for the friction portion 30a of the bearingjournal 30 and the middle region 34a of the bearing shell 30, astructurally accurately predeterminable friction parameter mu (μ)between the bearing journal 30 and the bearing shell 34.

As a function of the aforementioned reaction force F4 between thebearing journal 30 and the bearing shell 34, and as a function of thefriction parameter my (μ) the friction force F1 acting upon the bearingjournal 30 at the circumference of the friction portion 30a is obtainedwhen the pedal lever 3 is actuated. In addition, depending on the outerradius of the friction portions 30a, which is identical to the bearingradius 40, the friction force F1 acting on the outer circumference ofthe friction portion 30a results in the frictional moment M1 orientedcounter to the swiveling of the pedal lever 3. This frictional moment M1assures that any slight jittering of the driver's foot, for instancecaused by driving over rough spots, will not cause an unintendedadjustment of the pedal lever 3.

Since the frictional moment M1 depends on the outer radius of thefriction portion 30a or on the bearing radius 40, the frictional momentM1 can be varied in the simplest possible way by structurally definingthe bearing radius 40. If the frictional moment M1 is to be adequatelyhigh, then the bearing radius 40 must be chosen as adequately large.

Since the frictional moment M1 occurs essentially in the region of theportion 30a (FIG. 4) and not in the region of the guide portion 30b, thebearing radius 40 is preferably substantially greater than the outerradius of the guide portion 30b of the bearing journal 30. The guideportion 30b has as small an outer radius as possible, which is typicallyfor bearings.

A spring contact 24c (FIG. 5) is provided on the mounting structure 2,and the spring leg 24a rests on it. The spring contact 24c is embodiedsuch that the spring leg 24a can rest on the spring contact 24c over arelatively long portion of its length. A spring fixation 24e is providedon an end of the spring leg 24a remote from the middle spring region24m. The task of the spring fixation 24e is to assure that the outer endof the spring leg 24a of the leaf spring 24 cannot shift substantiallyrelative to the mounting structure 2.

A spring contact 24d (FIGS. 5, 6) is provided in the region of the outerend of the spring leg 24b on the pedal lever 3. The spring contact 24dis embodied such that only the end of the spring leg 24b remote from themiddle region 24m contacts the pedal lever 3. The prestressed leafspring 24 assures the restoring force F3 (FIG. 10) at the spring contact24d.

The leaf spring 24 is preferably built in such a way that the circularlybent middle spring region 24m extends around the pivot axis 22 withapproximately constant spacing from it. It is thus attained that theunfixed end of the spring leg 24b (FIG. 5) will not shift, or will shiftonly insignificantly, relative to the pedal lever 3 upon pivoting of thepedal lever 3.

FIG. 6 shows a modified exemplary embodiment. The sectional plane shownhere likewise extends along the dot-dashed line V--V shown in FIG. 3.

In contrast to FIG. 5, in the exemplary embodiment shown in FIG. 6 theend of the spring leg 24b remote from the middle spring region 24m isalso fixed against shifting on the pedal lever 3 by a further springfixation 24f. Since tolerances can never be precluded entirely, in theexemplary embodiment shown in FIG. 6 the spring contacts 24c, 24d areembodied such that only the ends of the leaf spring 24 remote from themiddle spring region 24m contact the mounting structure 2 or the pedallever 3. Upon an actuation of the pedal lever 3, the noncontactingregions of the leaf spring 24, in particular the middle spring region24m, can thus optionally execute lateral deflection motions. It is thusassured that the function of the accelerator pedal module 1 isunaffected by friction, which can hardly be controlled, between the leafspring 24 and the pedal lever 3 or the mounting structure 2.

As FIG. 3 shows, the restoring spring assembly 8 includes the two leafsprings 24 and 26 disposed side by side. The leaf springs 24, 26 arespatially separated from one another in the region of the mountingstructure 2 by a bridge 46 formed onto the mounting structure 2. In theregion of the pedal lever 3, a bridge 48 separates the two leaf springs24, 26 from one another. The bridge 48 additionally serves to reinforcethe pedal lever 3, and the bridge 46 reinforces the mounting structure2. The leaf spring 26 is formed and deflected in the same way as theleaf spring 24.

The leaf springs 24, 26 can be built in cleverly without requiring anysubstantial increase in size of the mounting structure 2 or the pedallever 3. The flexural rigidity of the pedal lever 3 is at most weakenedinsignificantly by the recessing needed to install the leaf springs 24,26. To the same material and weight, it is proposed that the region onthe mounting structure 2 and on the pedal lever 3 shown shaded as asectional face in FIGS. 5 and 6 be provided additionally with furtherrecesses or hollow spaces, as shown in FIG. 4. This does not perceptiblyreduce the strength but achieves considerable savings in terms ofmaterial and weight.

As FIGS. 5 and 6 show, the recesses, in which the leaf spring 24 isplaced, in the mounting structure 2 and in the pedal lever 3 arearranged such that if the leaf spring 24 breaks the entire broken leafspring 24, or part of the leaf spring 24, can fall out at the bottom.Thus any breakage of the leaf springs 2 is easily noticed. The same istrue for the second leaf spring 26.

If the leaf spring 24 should break, then in the exemplary embodimentshown at least the spring leg 24b engaging the pedal lever 3 drops out.The spring fixation 24e and/or the spring fixation 24f is embodied suchthat the spring leg 24a or 24b is unhindered from falling out. Theabsence of the spring leg 24a and/or the spring leg 24b can easily beseen in an inspection of the motor vehicle. The same is true for theleaf spring 26 as well.

The restoring springs 24, 26 of the restoring spring assembly 8determine the restoring moment M3 (FIG. 10) for returning the pedallever 3 to the position of repose R (FIG. 1). If one of the tworestoring springs 24, 26 breaks, the restoring moment M3 for returningthe pedal lever 3 to the position of repose R is cut in half. As alreadyexplained above, the restoring springs 24, 26 also determine thefrictional moment M1 or frictional hysteresis that hinders the pivotingmotion of the pedal lever 3. If one of the leaf springs 24, 26 fails,the restoring moment M3 is cut in half, and at the same time so is thefrictional moment M1 or frictional hysteresis. It is thus assured thateven at reduced restoring moment M3, the return of the pedal lever 3 tothe position of repose R is assured because the frictional moment M1 isreduced to an equal extent.

For the sake of greater simplicity, FIG. 8 shows a detail of FIG. 2 on adifferent scale, showing the region around the sensor 5.

The sensor 5 is secured to the mounting structure 2 (FIGS. 2 and 8). Forthe sake of better comprehension, FIG. 7 additionally shows a detail ofa cross section along the bent line shown in dot-dashes lines anddesignated VII--VII in FIGS. 2 and 8.

The sensor 5 has a sensor housing 50 (FIGS. 7 and 8). A rotatablysupported shaft 52 (FIG. 7) protrudes out of the sensor housing 50. Thepivot axis of the shaft 52 will hereinafter be called the sensor leverpivot axis 54. The sensor lever pivot axis 54 extends at right angles tothe plane of the drawing shown in FIGS. 2 and 8. In FIGS. 2 and 8, thesensor lever pivot axis 54 is represented symbolically by two shortintersecting strokes (+) and in FIG. 7 with a dot-dash line.

A sensor retaining face 55 is formed onto the mounting structure 2. Thesensor 5 is secured to the sensor retaining face 55. A bore acting as asensor guide 56 is provided in the sensor retaining face 55. In thissensor guide 56, the shaft 52 that protrudes out of the sensor housing50 is rotatably supported with little play. A sensor lever 58 isconnected to the shaft 52 in a manner secured against relative rotation.A sensor lever pivot connection 60 is provided on the sensor lever 58,radially spaced apart from the sensor lever pivot axis 54. In theexemplary embodiment shown, the sensor lever pivot connection 60 isformed by a pin 60a secured to the sensor lever 58 parallel to thesensor lever pivot axis 54. An oblong slot 62 is provided in themounting structure 2, or more specifically in the sensor retaining face55. The oblong slot 62 is dimensioned such that the sensor lever 58 canexecute the requisite pivoting motions without hindrance.

An oblong slot 64 is provided (FIGS. 5, 6) in the pedal lever 3. Onelong side of the oblong slot 64 serves as a stop 66a and forms a pedallever pivot connection 66. The pedal lever pivot connection 66 and thesensor lever pivot connection 60 are embodied such that the pedal lever3 can adjust the sensor lever 58 counter to the sensor restoring spring11 (FIGS. 1, 7).

The sensor restoring spring 11 acts on one end upon the sensor housing50 and on the other upon the sensor lever 58 (FIG. 7). Looking in thedirection shown in FIG. 8, the sensor restoring spring 11 acts clockwiseupon the sensor lever 58. The sensor restoring spring 11 assures thatthe pin 60a of the sensor lever pivot connection 60 is in constantplay-free engagement with the stop 66a of the pedal lever pivotconnection 66 (FIG. 8).

A pivoting motion of the pedal lever 3 means a pivoting motion of thepedal lever pivot connection 66 about the pivot axis 22, which in turnleads to a pivoting motion of the sensor lever pivot connection 60 aboutthe sensor lever pivot axis 54. By the choice of the spacing between thepedal lever pivot connection 66 and the pivot axis 22 (FIG. 2), or thespacing between the sensor lever pivot connection 60 and the sensorlever pivot axis 54, the step-up with which a rotary motion of the pedallever 3 is to be converted into a rotary motion of the shaft 52 can befixed structurally in a simple way and adapted to a specific vehicle.

Since high demands must be made of the sensor 5, it is a complexcomponent, which can be manufactured at low per-piece production costonly if large numbers per production batch are produced; any variantembodiment drives the per-piece production costs perceptibly upward. Inthe accelerator pedal module 1 presented here, there is the advantagethat the sensor 5 can be used unchanged, despite the most variousvehicle-specific demands. By a suitable choice of the spacing betweenthe pivot axis 22 and the stop 60a of the pedal lever pivot connection66, the step-up between the pedal lever 3 and the sensor 5 can beadapted in a simple way to the particular need. In other words, thepedal lever 3 can be embodied such that even given the most variousvehicle-specific pedal travel distances, the intended maximummeasurement distance of the sensor 5 can always be utilized, withouthaving to adapt the sensor 5 in a special way for the purpose. Since itis hardly avoidable, for the most various reasons (such as visualappearance, variable foot room in the interior of the vehicle,ergonomics, etc.) that the pedal lever 3 be adapted to the particularvehicle type, an adaptation of the stepup between the pivot angle of thepedal lever 3 and the pivot angle of the sensor lever 58 by suitablyadapting the spacing between the pedal lever pivot connection 66 and thepivot axis 22 involves no additional expense whatever. Since normallyone special form must be made for the pedal lever 3 for each type ofvehicle, it is possible without additional expense to adapt the spacingbetween the pivot axis 22 and the pedal lever pivot connection 66 tosuit the requisite stepup.

The actuation angle alpha (α) of the pedal lever 3, at approximately 12°to 20°, is normally relatively small. It is therefore proposed that thespacing between the pivot axis 22 and the pedal lever pivot connection66 be selected as great enough that the full pivot angle of the sensorlever 58 can be utilized to the full. The pivot angle of the sensorlever 58 should be as great as possible, for the sake of goodresolution. In the accelerator pedal module 1 proposed, it is possibleby suitable dimensioning of the spacing between the pivot axis 22 andthe pedal lever pivot connection 66 to achieve any desired stepupwithout effort or expense.

Two flanges 50a (FIG. 8) are formed laterally onto the sensor housing50. Oblong slots 50b are provided in the flanges 50a. For mounting thesensor 5 on the mounting structure 2, the sensor retaining face 55 isembodied in platelike fashion. In the region of the sensor retainingface 55, two pins 68 are formed onto the mounting structure 2 in such away that when the sensor 5 is placed against the sensor retaining face55 and the shaft 52 is simultaneously introduced into the sensor guide56 (FIG. 7), the pins 68 enter the oblong slots 50b. The pins 68protrude past the flanges 50a on the side remote from the sensorretaining face 55. The oblong slots 50b are dimensioned in such a waythat the sensor 5 upon mounting, or for adjusting the zero point of thesensor 5, can be pivoted somewhat about the pivot point defined by thesensor guide 56 (FIG. 7). After this setting and adjustment of thesensor 5, the pins 68 that protrude past the flanges 50a are heated andpressed on the side protruding past the flanges 50a. As a result, theprotruding portion of the pins 68 expands, and the sensor 5 is fixed inthis way to the mounting structure 2. This prevents an unintendedshifting of the sensor 5. FIG. 8 shows the pins 68 once the fixation ofthe sensor 5 has been accomplished.

To facilitate mounting the sensor 5 to the mounting structure 2, and asan additional retention provision, an oblong slot 70 is provided in themounting structure 2 and a hook 72 is provided on the sensor housing 50(FIGS. 7, 8). The oblong slot 70 extends concentrically around thesensor guide 56. When the sensor 5 is put in place or when the shaft 52is introduced into the sensor guide 56, the hook 72 extends through theoblong slot 70 and hooks onto the mounting structure 2. As a result, thesensor 5 is already held firmly on the mounting structure 2 even beforethe aforementioned fixation of the sensor 5 is accomplished with the aidof the heatable pins 68. In addition, the hook 72 provides oneadditional securing point for attaching the sensor 5 to the mountingstructure 2.

A plug 74 is integrated into or onto the sensor 5. The housing of theplug 74 is molded jointly with the sensor housing 50 as a plastic part.The plug 74 serves as a plug connection of a cable for delivering thesensor signals to be furnished by the sensor 5 to the controller 15(FIG. 1).

The sensor 5 is of the potentiometer type, for instance. A wiper lever75 is connected to the shaft 52 in a manner fixed against relativerotation and is thus connected in a manner fixed against relativerotation to the sensor lever pivot connection 60 (FIG. 7). There arewipers on the wiper lever 75, which upon a pivoting motion of the sensorlever 58 sweep over resistor paths that are mounted in the sensorhousing 50. This changes an electrical signal, which can be supplied tothe controller 14 (FIG. 1) via the plug 74 (FIG. 7). It is possible tochoose a contactless sensor, instead of the sensor 5 functioning like apotentiometer.

The oblong slot 64 of the pedal lever 3 has two long sides. One of thetwo long sides forms the aforementioned stop 66a of the pedal leverpivot connection 66. The other long side serves as a counter stop 76(FIG. 6). The counter stop 76 together with the pin 60a of the sensorlever pivot connection 60 forms the restoring safety means 10 alreadyemphasized in the description of FIG. 1. In the normal situation, thepin 60a of the sensor lever pivot connection 60 rests continuously andwithout play on the stop 66a of the pedal lever pivot connection 66.

If the sensor restoring spring 11 should fail in the event of a defect,for instance because the sensor restoring spring 11 breaks (FIGS. 1 and7), then the counter stop 76 of the restoring safety means 10 assuresthat when the pedal plate 28 (FIG. 2) is released, or in other wordswhen the pedal lever 3 is shifted to the position of repose R (FIG. 1),the sensor lever 58 is likewise slaved in the restoring direction.Because the restoring spring assembly 8 is embodied in the form of twoleaf springs 24, 26, it is assured that even if one of the two leafsprings 24, 26 fails, the pedal lever 3 will reach its position ofrepose R. Moreover, the restoring safety means 10 acting between thepedal lever 3 and the sensor lever 58 assures that the sensor 5 will beactuated in the restoring direction under all circumstances when thepedal plate 28 is released.

In the normal operating state, there is slight play between the pin 60aand the counter stop 76, so that the pin 60a can move inside the oblongslot 64 without the danger of seizing or high friction. The play betweenthe pin 60a and the counter stop 76 of the restoring safety means 10 isnot overcome unless the sensor restoring spring 11 fails, but since itis relatively slight, in the event of a defect of the sensor restoringspring 11, this elimination of the play has no significant negativeeffect.

A receiving opening 80 (FIGS. 5, 6) is provided in or on the mountingstructure 2. A housing 82 is secured in the receiving opening 80. Thehousing 82 serves to receive the kickdown mechanism 7. The housing 82has one thinner region 82a, one thicker region 82b, and resilient claws82c. A pin 82d is axially displaceably supported in the housing 82. Thediameters are adapted in such a way that the thinner region 82a fitsinto the receiving opening 80 far enough that the thicker region 82bcome to rest on the mounting structure 2. The resilient claws 82c hookonto the mounting structure 2 and thus assure that the housing 82 cannotfall out of the receiving opening 80. The kickdown mechanism 7 can beattached very easily to the accelerator pedal module 1 by inserting thehousing 82 into the receiving opening 80. If the housing 82 should provenot to be inserted all the way into the receiving opening 80 duringassembly, then at the latest the first time the pedal lever 3 isactuated forcefully, the housing 82 will be inserted all the way intothe receiving opening 80. This provides a high degree of safety despitea considerably simplified assembly.

Upon actuation of the pedal lever 3, the pedal lever 3 pivots clockwise(FIGS. 5, 6). At a certain angular position, a stop 84 provided on thepedal lever 3 comes to rest on the pin 82d. The kickdown mechanism 7 isembodied such that once the stop 84 contacts the pin 82d, then if thepedal lever 3 is actuated further the pin 82d is pressed into thehousing 82. As the pin 82d is pushed into the housing 82, the restoringforce rises abruptly at a certain point. As a result, at a certainangular position of the pedal lever 3, the additionally required pedalforce resulting from the kickdown mechanism 7 increases abruptly. Thekickdown mechanism 7 may be embodied such that upon actuation of thepedal lever 3 in the opposite direction, that is, counterclockwise, therestoring force drops abruptly at a certain angular position. Instead ofthe kickdown mechanism 7, some other functional element may also beinserted into the receiving opening 80. If the kickdown mechanism 7 isnot needed, then a fixed stop 86 can for instance be inserted into thereceiving opening 80. The fixed stop 86 has approximately the same shapeexternally, for instance, as the housing 82. If there is a fixed stop86, then the pin 82d protruding in the direction of the stop 84 isprovided, solidly fixed, instead of the displaceable pin 82d of thekickdown mechanism 7.

Instead of the kickdown mechanism 7 or instead of the fixed stop 86, theswitch 6 already mentioned in conjunction with FIG. 1 may be built intothe receiving opening 80. The switch 6 has the same external dimensions,for instance, as the housing 82 described in conjunction with thekickdown mechanism 7.

The housing 82 may be designed on its inside such that the kickdownmechanism 7 and the switch 6 are located in it.

The resilient claws 82c form a snap mechanism or snap fixation that iseasy to produce, for easy selective mounting of the kickdown mechanism 7or switch 6 or fixed stop 86. The accelerator pedal module 1 can beadapted to the particular vehicle-specific demands simply by exchangingthe kickdown mechanism 7, the fixed stop 86, and the switch 6 for oneanother as applicable. For instance, in a vehicle with an automatictransmission, the kickdown mechanism 7 is needed more often, while invehicles with a manual transmission the fixed stop 86 is more likelynormally needed. Because of the possibility of various inserts in thereceiving opening 80 of the mounting structure 2, the number ofdifferent variants to be manufactured is reduced, which markedly lowersproduction costs.

A friction lining 35 (FIG. 4) may be mounted on the inside radius of thebearing shell 34. To connect the friction lining 35 intimately with thebearing shell 34, recesses are provided in the bearing shell 34. Thefriction lining 35 is cast onto the bearing shell 34 and because of therecesses meshes firmly with the bearing shell 34. The friction lining 35is contemplated so that favorable values for the wear and friction canbe attained, and so that a favorable material from the standpoint ofstrength can be chosen for the bearing shell 34. Instead of beingapplied to the bearing shell 34, or in addition thereto, a frictionlining may also be applied to the outer circumference of the frictionportion 30a of the bearing journal 30. One skilled in the art canachieve this variant as an alternative without requiring illustration ofit in the drawing.

The material of the friction lining 35 is preferably selected with aview to low wear, and also with a view to having the friction as high aspossible at the onset of motion and during the motion.

In the exemplary embodiments selected for the drawing and for thedetailed description of the invention, the bearing shell 34 is connectedto the mounting structure 2, and the bearing journal 30 is associatedwith the pedal lever 3. It should be noted that the exemplary embodimentshown may also be modified such that the bearing shell 34 is secured tothe pedal lever 3, and the bearing journal 30 can correspondingly beformed onto the mounting structure 2. This reversal in the dispositionof the bearing shell 34 and the bearing journal 30 can be executed as anequivalent by one skilled in the art without requiring additionalillustration in the drawing for the purpose. If two bearing journals andtwo bearing shells are used, then one of the two bearing shells can beassociated with the mounting structure 2, while the other bearing shellis associated with the pedal lever 3. The same is true for the bearingjournals.

In the exemplary embodiments shown, the receiving opening 80 is providedfor receiving the kickdown mechanism 7 or the fixed stop 86 on themounting structure 2. The stop 84, which enters into engagement with thekickdown mechanism 7 or the fixed stop 86, is also located on the pedallever 3. It should be noted that this disposition can be reversed. Thatis, the receiving opening 80 may be provided on the pedal lever 3. Inthat case, the kickdown mechanism 7 or the fixed stop 86 is located onthe pedal lever 3 and is pivoted together with the pedal lever 3. Thekickdown mechanism 7 disposed on the pedal lever 3, or the fixed stop86, comes to rest on a stop provided on the mounting structure 2 uponcorresponding pivoting of the pedal lever 3. This reversal of thedisposition of the kickdown mechanism 7 or the fixed stop 86 can beachieved as an equivalent by one skilled in the art with requiring anillustration of this modification in the drawing.

In the exemplary embodiments shown, the sensor lever pivot connection 60includes the pin 60a, and the pedal lever pivot connection 66 includesthe stop 66a. The stop 66a extends essentially radially to the pivotaxis 22. The accelerator pedal module 1 may also be modified in such away that the stop is located on the sensor lever 58 and is associatedwith the sensor lever pivot connection 60. Correspondingly, the pin islocated on the pedal lever 3 and is associated with the pedal leverpivot connection 66. This modified embodiment can be performed by oneskilled in the art as an equivalent without support from a drawing.

FIG. 9 shows a further selected, especially advantageous, simpleexemplary embodiment.

In the exemplary embodiment shown in FIG. 9, the bore with the bearingradius 40 for receiving the bearing journal 30 connected to the bearingjournal 3 is located directly in the mounting structure 2. In thisexemplary embodiment, the bearing shell 34 is not mounted on themounting structure 2 as shown in FIG. 2 but rather is formed integrallywith it. The bearing shell 34 is fully integrated as a component withthe mounting structure 2 and can be made together with the remainder ofthe mounting structure 2 in the form of a plastic part made in a singlecohesive injection mold.

In the exemplary embodiment shown in FIG. 9, the pedal lever 3 can bemounted on the mounting structure 2 for instance by means of laterallybending a side wall that carries the bearing shell 34 elastically away;the opening for receiving the bearing journal 30 is located in this sidewall and thus the bearing journal 30 can snap into that opening.

As already mentioned, the restoring force F3 of the restoring springassembly 8 in the region of the bearing point 9 causes a reaction forceF4 upon the pedal lever 3. The reaction force F4 produces a counterforcein the opposite direction on the bearing shell 34. The primary directionof the counterforce on the mounting structure 2 is substantially towardthe right in terms of FIGS. 2 and 9. It is therefore sufficient inprinciple if the friction lining 35 is applied only to the right-handregion (in terms of the drawing) of the mounting structure 2 and/or thebearing journal 30, as shown in FIGS. 4 and 9.

In the exemplary embodiment shown in FIGS. 2 and 4, the bearing journal30 has a larger diameter in the region of the friction portion 30a thatin the region of the guide portion 30b. The friction portion 30a and theguide portion 30b each extend over an angle of approximately 180°. Itshould be pointed out that the accelerator pedal module 1 can also bemodified, as needed, in such a way that the bearing journal 30 has thediameter over the entire circumference as shown in FIG. 9.

The foregoing relates to preferred exemplary embodiments of theinvention, it being understood that other variants and embodimentsthereof are possible within the spirit and scope of the invention, thelatter being defined by the appended claims.

We claim:
 1. An accelerator pedal module for controlling the output of adriving engine of a vehicle, comprising a mounting structure, a pedallever (3) supported via a bearing point on said mounting structure (2)and pivotally about a pivot axis via a pivot angle, a sensor (5) thatdetects the position of the pedal lever (3) and furnishes an electricalsignal accordingly to a controller, a restoring spring assembly (8) forrestoring the pedal lever (3) to a position of repose (R), the sensor(5) has a sensor housing (50) that is fixed relative to the mountingstructure (2) and a sensor lever (58) pivotally supported in the sensorhousing (50) about a sensor lever pivot axis (54), the pivoted positionof the sensor lever determining the electrical signal, a sensor leverpivot connection (60) spaced radially apart from the sensor lever pivotaxis (54) is provided on the sensor lever (58), and a pedal lever pivotconnection (66) in engagement with the sensor lever pivot connection(60) is provided on the pedal lever (3), spaced radially apart from thepivot axis (22).
 2. An accelerator pedal module in accordance with claim1, in which the sensor housing (50) is pivotable about the sensor leverpivot axis (54) in order to adjust the electrical signal.
 3. Anaccelerator pedal module in accordance with claim 1, in which the pedallever pivot connection (66) on the pedal lever (3) includes a stop (66a)that extends substantially radially to the pivot axis (22), the stopcarrying the sensor lever pivot connection (60) along with it upon anactuation of the pedal lever (3).
 4. An accelerator pedal module inaccordance with claim 1, in which the sensor lever pivot connection (60)on the sensor lever (58) includes a stop that extends substantiallyradially to the sensor lever pivot axis (54) and is slaved by the pedallever pivot connection (66) upon an actuation of the pedal lever (3). 5.An accelerator pedal module in accordance with claim 1, in which thesensor (5) is designed as a premountable structural unit.
 6. Anaccelerator pedal module in accordance with claim 1, in which at abearing point (9), at least one bearing shell (34, 36) with a bearingradius (40) and at least one bearing journal (30, 32) supported in thebearing shell (34, 36) and adapted to the bearing radius (40) areprovided, and the bearing radius (40) is dimensioned as large enoughthat a significantly perceptible frictional hysteresis that hinders apivoting motion of the pedal lever (3) is created.
 7. An acceleratorpedal module in accordance with claim 6, in which the restoring springassembly (8) engages the pedal lever (3) in such a way that as a resultof the restoring spring assembly (8) not only a restoring moment (M3)for restoring the pedal lever (3) to the position of repose (R) but alsoa reaction force (F4) is created between the bearing shell (34) and thebearing journal (30).
 8. An accelerator pedal module for controlling theoutput of a driving engine of a vehicle, comprising a pedal lever (3)supported via a bearing point on a mounting structure (2) and pivotallyabout a pivot axis via a pivot angle, a controlling sensor (5) thatdetects a position of the pedal lever (3) and furnishes an electricaloutput signal accordingly to said controller, a restoring springassembly (8) for restoring the pedal lever (3) to a position of repose(R), the sensor (5) has a sensor housing that is fixed relative to themounting structure (2) and a sensor operating means supported in thesensor housing, the position of the sensor operating means is caused bysaid pedal lever and determines said electrical output signal, which istransmitted to said controller.
 9. An accelerator pedal module inaccordance with claim 8, in which a restoring safety means (10) thatrestores the sensor operating means to a safety position is providedbetween the pedal lever (3) and the sensor.
 10. An accelerator pedalmodule in accordance with claim 9, in which a counter stop that extendssubstantially radially to the axis (22) and slaves the sensor isprovided on the pedal lever (3).
 11. An accelerator pedal module inaccordance with claim 9, in which a counter stop (76) that extendssubstantially radially to the sensor lever pivot axis (54) and is slavedby the pedal lever pivot connection (66) is provided on the sensor lever(58).
 12. An accelerator pedal module in accordance with claim 8, inwhich the sensor (5) has a sensor restoring spring (11) that restoresthe sensor operating means.
 13. An accelerator pedal module inaccordance with claim 8, in which the sensor (5) is secured to themounting structure (2).
 14. An accelerator pedal module in accordancewith claim 8, in which the restoring spring assembly (8) has at leastone restoring spring (24, 26) acting on one end on the pedal lever (3)and on the other end on the mounting structure (2).
 15. An acceleratorpedal module in accordance with claim 14, in which the restoring springassembly (8) includes at least two restoring springs (24, 26).
 16. Anaccelerator pedal module in accordance with claim 15, in which if therestoring spring (24, 26) breaks, at least a fragment of the restoringspring (24, 26) falls visibly out of its functional position.
 17. Anaccelerator pedal module in accordance with claim 14, in which the atleast one restoring spring (24, 26) is a leaf spring (24, 26).
 18. Anaccelerator pedal module in accordance with claim 17, in which the leafspring (24, 26) is bent approximately in a U and has two spring legs(24a, 24b) joined via an arc (24m), one of the spring legs (24a) actingupon the mounting structure (2) and the other spring leg (24b) actingupon the pedal lever (3).
 19. An accelerator pedal module in accordancewith claim 16, in which at least a portion of the leaf spring (24) isintegrated with the pedal lever (3) and/or with the mounting structure(2).
 20. An accelerator pedal module in accordance with claim 8, inwhich a kickdown mechanism (7) is provided that in a definable positionof the pedal lever (3) exerts an abrupt increase in force on the pedallever (3).
 21. A accelerator pedal module in accordance with claim 20,in which the kickdown mechanism (7) is secured to the mounting structure(2) via a snap mechanism (82c).